Railway-gate.



No. 875,814. 'PATENTED JAN. 7, 1908. J. R. HINTON. I

RAILWAY GATE.

APPLICATION FILED APR 11, 1907.

2 SHEETS-SHEET 2.

JOHN R. HINTON, OF GASHMERE, WASHINGTON.

RAILWAY-GATE Specification of Letters Patent.

Patented Jan. '7, 1908.

Application filed April 11, 1907- Serial No. 367.612-

To all whom it may concern:

Be it known that 1, JOHN R. I-ImToN, a citizen of the United States,residing at Cashmere, in the county of Chelan, State of WVashington,have invented certain new and useful Improvements in Railway-Gates; andI do hereby declare the following to be a full, clear, and exactdescription of the invention, such as will enable others skilled in theart to which it appertains to make and use the same.

This invention has relation to railway gates that are arrangedtransversely of the track, and that are automatically thrown down orlowered when a train is passing to let it go by, and are in like mannerraised in position after the train shall have passed.

It is the object of my improvements to provide means that shall besimple in construction and efficient in use to a maximum degree for thepurposes for which they are employed.

The nature of the invention may be fully and clearly ascertained fromthe device portrayed in the annexed drawings, forming a art of thisspecification, in view of which it will first be described with respectto its construction and mode of operation and then be particularlypointed out in the subjoined claims.

Of the said drawings-Figure 1 is a plan of my improved railway gateshown as applied to a section of a railroad track. Fig. 2 is atransverse section thereof in the plane of the gate bar showing thelatter and its immediate connections in elevation. Fig. 3 is a sectionalside view showing the gate in raised position. Fig. 4: is a similar viewshowing the gate lowered.

In the drawings, 10, designates the rails and 11, the ties of a railwaytrack of common construction.

12, is a gate-bar provided at intervals with pickets 13 which standvertically when the said bar is in normal position and form acattle-guard across the railroad track at a fence or roadway to keepfarm-stock from entering fenced fields or walking upon the track.

The gate-bar 12 extends across the track beyond the-ends of the ties,and has crank ofl'sets 14 formed therein at the lines where the railsare located. The cranks 15 proper of the gatebar have each a bearing,16, below the rail,which bearing is made in the form of a yoke connectedat its ends by spikes 17 to the base-flange of the rail. Thisconstruction leaves the gate-bar 12 free above the rails so that it maybe operated without inter ference with the latter.

To keep the pickets of the gate in raised position the gate-bar 12 isprovided at its ends with arms 18 on the ends of which are secured heavyweights 19 that operate freely in hples or gutters at the sides of thetrack and when they are allowed to hang down the pickets are raised, andthen the latter are lowered, the gate-rod is rocked on its cranks 15,supported in the bearings 16 so that the weights 19 will be raised andthe arms 18 brought to horizontal position. This construetion serves tokeep the weights and the weight arms completely below the plane of allparts of the moving train at all times.

20 designates what 1 term tread-bars which are connected with thegate-rod 12 on the insides ol the rails and in close proximity theretoso that the flanges oi the wheels of cars passing over the rails willroll upon the said tread-bars upon first striking the same, move themforward and depress them so as to rock the gate-bar 12 on itscrankjournals 15 against the stress of the weights 19 and turn thepickets of the gate down so as to open the gate. The tread-bars 20extend to a distance beyond each side of the gate-bar 12 so that one ormore wheels of a train of cars will rest upon the tread-bars at alltimes in the passing of the train. Furthermore, the ends of thetread-bars are inclined downwardly so that the llanges of the wheels mayreadily press against them and ride over them to keep them down. Theextent of the treadbars beyond the gate-bar is also such that the wheelsof the engine or cars will-strike the tread-bar to operate the gate-barand close the gate before the engine or car reaches the gate proper. Thetread-bars, at opposite sides of the gate-bar, are supported by arms 21which are pivoted to them and to stationary blocks 22 beneath the rails,so that as the wheels 01 the car act upon the tread-bar to move itlongitudinally and to depress it, it will be carried in a plane parallelwith the rails. After the train shall have passed the gate and thewheels left the tread-bars, the weights-19 on the ends 01'' the arms 18will operate the gate-bar 12 and raise the pickets 13 thereon tovertical position and so close it.

It is understood, of course, that the arms 1S and their weights 19 willhave free space in which to swing in opposite directions so that thegate-rod 12 may be rocked in either direction and the pickets thereonclosed down in like mannerthat is, either on one side or the other ofthe gate-bar, depending upon the direction in which the train may bemoving that acts upon tread-bars 20.

It has been ascertained by practical use that a gate organized,supported and operated as hereinbefore described is not only exceedinglysimple in construction and hence economical in cost, but entirelyefficient for the purpose for which it is intended.

What is claimed is Ina railway gate, the combination, with the railwayrails and ties, of a gate-bar provided with gate palings extendingtransversely of the rails and the pales normally projecting verticallyabove the said bar, the latter having crank offsets extending below therails, the said crank ofisets having bearings below each rail, and theends of the gate bar having also vertical weighted arms extending fromthe ends of the bar Vertically downward and in the plane of the palingto hold the gate closed, tread-bars arranged on the inner sides of therails for a distance beyond opposite sides of the gate to permit severalwheels of a train to run upon the tread-bars before the gate is reached,and crank arms, 21, pivotally connected at each end portion of thetreadbar and in bearings below the rail, in order that the tread barsmay be bodily operated and the gate opened before the engine or anyother part of the train reaches the pales.

In testimony whereof, I aflix my signature, in presence of twoWitnesses.

JOHN R. HINTON. Witnesses L. N. WrLcox, JOHN OoMBs.

